Method for configuration of control software in a rail vehicle

ABSTRACT

Control software, which is intended for a multiplicity of rail vehicles, contains basic functions that are required for the basic operation of the rail vehicles. In addition, optional functions are implemented in the control software which are required for carrying out customer-specific requests. The basic functions and the optional functions are tested, validated and approved in their specifications, combinations and functional processes prior to installation in the rail vehicles. The basic functions and the optional functions are then implemented in the rail vehicles. In a selected rail vehicle, at least one optional function is activated or deactivated using a switching parameter which is individually associated with the optional function. The required switching parameter is created outside of the rail vehicle and subsequently transferred to the selected rail vehicle. The switching parameter is transferred encrypted to the selected rail vehicle, selectively specific to an individual vehicle.

The invention relates to a method for configuring control software in a rail vehicle which is preferably already in operation.

The behavior of a rail vehicle is determined using vehicle software or control software. This has been specially developed for a rail vehicle type and is comprehensibly referred to, tested and approved as a software release for this rail vehicle type.

The software is installed on the rail vehicle before or during delivery of the latter and, upon delivery to a customer, is a fixed part of the rail vehicle.

Modifications or adaptations of the software which are desired by the customer require cost-intensive redevelopment or supplementation of the software with subsequent renewed testing and approval together with activation of the software in the customer's rail vehicle.

Accordingly modified vehicle or control software is “installed” on the respective rail vehicle after approval in situ and with the aid of service personnel and is installed in the corresponding programmable components.

Depending on the extent of the software modification, a so-called non-regression test must be carried out in a suitable test infrastructure after startup.

This method for modifying software is time-consuming, personnel-intensive and cost-intensive.

Therefore, the object of the present invention is to specify an improved method for adapting or configuring vehicle or control software in a rail vehicle.

This object is achieved by means of the features of claim 1 and claim 12. Advantageous developments are specified in the dependent claims.

The invention relates to a method for configuring vehicle software or control software in a rail vehicle and to a rail vehicle having control software.

According to the invention, in addition to basic functions, further functions are additionally included in the software, which further functions can be optionally activated and/or deactivated and can be used to address customer-specific requirements or a customer-specific requirements profile in a manner specific to the individual vehicle.

In this case, the basic functions describe the software components, for example functions, which are needed for the basic operation of the rail vehicle and

-   -   relate to the drive and its control,     -   relate to the brakes and their control,     -   etc.

In this case, the optional functions describe functions which can be selected and influenced even after delivery of the rail vehicle according to customer requirements or customer-specific requirements profile. These are, for example, an activatable and deactivatable function

-   -   which relates to an operating mode “Washing journey of the rail         vehicle” or enables and addresses this operating mode,     -   which enables or relates to an adjustment or specification of a         maximum speed of the rail vehicle,     -   which enables or relates to unlocking of specific increases in         the performance of the rail vehicle,     -   which enables or relates to unlocking of a driver assistance         system,     -   etc.

The embodiments, combinations and functional sequences of the basic functions and the optional functions are tested, validated and approved before implementation in the rail vehicle by the manufacturer or by appointed entities.

The important factor in this context is that the basic functions and the optional functions are approved in a manner specific to the vehicle type and individual vehicle, whereas the optional functions can be additionally activated and/or deactivated in a manner specific to the individual vehicle.

The optional functions are activated and/or deactivated by means of individually assigned parameters and, if necessary, their sequence or result is influenced by means of parameters that have been set.

These parameters are referred to below as switching parameters and are in the form of value parameters or parameter fields.

An assigned optional function in a selected rail vehicle is activated and/or deactivated with the aid of a value parameter, whereas, in addition to activating and/or deactivating an assigned optional function, its internal sequence in a selected rail vehicle is additionally influenced with the aid of a parameter field.

In order to ensure the functional security of the software in the selected rail vehicle, the switching parameters are encrypted individually or as a file in a manner specific to the individual vehicle and transmitted to the selected rail vehicle.

This prevents unauthorized manipulations and prevents unauthorized copying of the switching parameters for further rail vehicles.

Only the selected rail vehicle is then able to carry out the decryption in the vehicle in order to be able to use the switching parameters.

In a preferred development, an individual identification number of the rail vehicle is used for this purpose.

In a preferred development, the so-called “UIC identifier” which has been used in Germany since the start of 2007 for licensing traction vehicles is used as individual identification number.

The UIC identifier consists of a twelve-digit number which unambiguously identifies the rail vehicle in an EU-wide vehicle register. The first two digits describe a type code, while the next two digits describe a country of origin. Further digits of the ordinal numbers 5 to 11 are freely definable by each EU country and are followed by a further digit as a check digit. This is followed finally by a country abbreviation and a vehicle owner abbreviation.

In one advantageous development, the contents of the switching parameters are selected or determined by the manufacturer or the sales department of the rail vehicle. This enables intelligent fleet management in which selected rail vehicles are adapted to specific tasks according to customer specifications or according to the specification of a customer-specific requirements profile.

In one advantageous development, the switching parameters are determined using software-supported tools which allow the sales staff, for example, to select permissible switching parameters for corresponding functions, to fill them as a switching parameter set and to store them.

In one advantageous development, the switching parameters are stored in the form of a file which can be directly processed by control devices of the rail vehicle.

In one advantageous development, the file containing the switching parameters is transmitted via a communication channel for implementation in the rail vehicle.

The transmission is either directed to a service engineer who receives the file via email or via a cloud-based data transmission, for example, or the file transmission is directed directly to the affected rail vehicle which receives the file and whose control devices then preferably automatically implement the file.

In one preferred development, the file containing the switching parameters is transmitted in encrypted form in order to prevent falsifications, transmission errors and/or security attacks. A public key method, for example, is used for this purpose.

In one advantageous development, the file containing the switching parameters is buffered on a computer of the rail vehicle. This is used to document the status of the software and forms a fallback solution that is used to increase vehicle safety.

In one advantageous development, the entire control technology of a rail vehicle in question, which control technology comprises a plurality of control devices for parameterization, is addressed and/or influenced using the file. Precisely one file containing switching parameters is then created for each rail vehicle and is used in the rail vehicle, the contents of which file are distributed among the associated control devices. This minimizes necessary handling effort.

In one advantageous development, during restarting or starting up (“booting”), the control devices inquire, at a central entity of the rail vehicle or a landside control station, whether there are new switching parameters for the associated rail vehicle.

In one advantageous development, this inquiry is coordinated with the aid of a changeover manager in order to prevent uncoordinated activation of the switching parameters in the associated functions and to enable reliable activation and/or deactivation of the optional functions with regard to temporal sequences.

In one preferred development, the changeover manager uses a message for forming fingerprints of a currently used switching parameter set and a newly received switching parameter set.

A “Message-Digest Algorithm 5, MD5” method or a CRC method, which can be used to uniquely identify the contents of a switching parameter set, comes into consideration for forming the fingerprints, for example.

The fingerprints are transmitted, together with an associated receipt date, to the central entity. This entity then selects, as a valid switching parameter set, that switching parameter set whose fingerprint is the same across all control devices and has the most recent receipt date, and transmits the decision to the control device of the rail vehicle or to the associated control devices.

In one preferred development, the optional function is activated and/or deactivated in a safe state of the rail vehicle, preferably at a standstill and/or in a predefined vehicle environment. When the control devices are restarted, the new switching parameter set is then loaded in order to make available the configured range of functions of the vehicle or control software.

In one preferred development, a traction vehicle driver of the rail vehicle receives a message indicating that the range of functions of the software has been modified and/or configured.

A veto right is preferably granted to the traction vehicle driver, so that the driver can accept or reject the software configuration.

A rejection decision is preferably obtained once and is then deemed to be a permanent rejection, that is to say a rejection decision is retained even if the control devices are restarted in future.

Alternatively, the decision by the traction vehicle driver is requested again each time the control devices of the vehicle are restarted.

In one preferred development, a list of the activated optional functions and of the associated parameters is displayed to a traction vehicle driver of the rail vehicle on a display.

It is not possible for the traction vehicle driver to influence the optional functions which have been set. This task is preferably the responsibility of the fleet management.

In one preferred development, a previous switching parameter set remains valid or active if not all control devices consistently adopt the new switching parameter set.

In one preferred development, a restart of the control devices of the control technology is initialized if a control device is replaced or a control device is removed from the group, in order to ensure the adoption of currently valid switching parameters.

The method according to the invention makes it possible for the sales department, the manufacturer and/or the fleet management of a rail vehicle to subsequently activate functions which are desired by the customer in vehicles that have already been delivered, without having to involve technical specialist departments.

The method according to the invention makes it possible for the sales department, the manufacturer and/or the fleet management of a rail vehicle to subsequently configure the control software in vehicles that have already been delivered in a predetermined framework and with a quick response.

By virtue of the method according to the invention, the software configuration can be carried out or is enabled either by means of service personnel in situ or using remote data transmission.

The software configuration can be reliably carried out both in terms of functional aspects and in terms of safety aspects by virtue of the method according to the invention.

The method according to the invention makes it possible to react to customer requirements considerably more quickly by setting predefined parameters in functions and activating functions that have already been approved.

The method according to the invention reduces costs since a software configuration can be carried out directly, that is to say without involving subsequent engineering services, and without subsequently validating the software or re-approving the software.

The method according to the invention at least reduces or completely avoids previously required non-regression tests in a test infrastructure required for this purpose.

The invention is explained, by way of example, in more detail below with reference to a drawing, in which:

FIG. 1 shows a self-explanatory illustration of a software configuration formed by the sales department and its implementation by a vehicle or rail vehicle according to the present invention.

FIG. 2 shows a self-explanatory illustration of the interaction between customers, the sales department and the vehicle or rail vehicle according to the present invention.

FIG. 3 shows a self-explanatory configuration of the activation and/or deactivation of an optional function according to the present invention.

FIG. 4 shows an overall view of the present invention using a flowchart.

In a first step S1, basic functions which are needed for the basic operation of the rail vehicles are implemented in control software intended for a multiplicity of rail vehicles. Optional functions which are needed to implement a customer-specific requirements are implemented in the control software.

In a second step S2, the embodiments, combinations and functional sequences of the basic functions and the optional functions are tested, validated and approved before the control software is implemented in the rail vehicles by the manufacturer or by appointed entities.

In a third step S3, the basic functions and the optional functions are implemented as control software in the rail vehicles.

In a fourth step S4, at least one optional function is activated and/or deactivated in a selected rail vehicle using a switching parameter individually assigned to the optional function.

The required switching parameter is created outside the rail vehicle on the basis of customer requirements and is subsequently transmitted to the selected rail vehicle.

The switching parameters are transmitted to the selected rail vehicle in encrypted form and in a manner specific to the individual vehicle.

An individual identification number of the rail vehicle is used for the encryption which is specific to the individual vehicle.

The optional function is activated and/or deactivated in a rail vehicle which is in operation.

The switching parameter is determined using software-supported tools which allow only a permissible switching parameter selection for corresponding functions.

The switching parameters are stored and/or transmitted individually or in the form of a file which can be directly processed by control devices of the selected rail vehicle.

The switching parameters are transmitted, via a communication channel, to a service engineer who updates the control software in the selected rail vehicle, or they are transmitted directly to the selected rail vehicle, wherein its control devices automatically implement them in the control software.

During activation, the control devices of the rail vehicle inquire, at a central entity of the rail vehicle or at a landside control station, whether there are new switching parameters for the associated rail vehicle.

The inquiry is coordinated with the aid of a changeover manager in order to enable coordinated activation and/or deactivation of optional functions or of the switching parameters in associated optional functions.

The optional function is activated and/or deactivated in a safe state of the rail vehicle, preferably at a standstill or in a predefined vehicle environment.

A veto right is granted to the traction vehicle driver of the rail vehicle in order to reject a control software configuration with respect to the optional function. 

1-19. (canceled)
 20. A method for configuring control software in a rail vehicle, the method comprising: providing control software with basic functions that are intended for a basic operation of any of a multiplicity of rail vehicles; providing the control software with optional functions that are needed to implement a multiplicity of customer-specific requirement profiles; testing, validating, and approving embodiments, combinations, and functional sequences of the basic functions and of the optional functions before the control software is implemented in the rail vehicles; subsequently implementing the basic functions and the optional functions as control software in the rail vehicles; in a selected rail vehicle, selectively activating or deactivating at least one optional function using a switching parameter that is individually assigned to the optional function; creating the switching parameter remotely from the rail vehicle on a basis of a special customer-specific requirement profile; wherein contents of the respective switching parameters are selected and determined by a manufacturer of the rail vehicle in order to enable fleet management in which selected rail vehicles are adapted to specific tasks according to a specification of the customer-specific requirement profile; subsequently transmitting the switching parameter to the selected rail vehicle in encrypted form and individually to the selected rail vehicle; wherein a transmission to the selected rail vehicle is encrypted by using an individual identification number that is specific to the selected rail vehicle so that only the selected rail vehicle is able to carry out a decryption in the vehicle in order to use the switching parameters.
 21. The method according to claim 20, which comprises activating or deactivating the optional function in the selected rail vehicle while the rail vehicle is in operation.
 22. The method according to claim 20, which comprises determining the switching parameter using software-supported tools which allow only a permissible switching parameter selection for corresponding functions.
 23. The method according to claim 20, which comprises storing the switching parameter or a plurality of switching parameters individually or in a form of a file which can be directly processed by control devices of the selected rail vehicle.
 24. The method according to claim 23, which comprises encrypting the switching parameter to thereby allow a decryption to be carried out solely by the selected rail vehicle.
 25. The method according to claim 20, which comprises transmitting the switching parameter via a communication channel and via an interface to a service engineer who updates the control software in the selected rail vehicle; or directly to the selected rail vehicle, wherein control devices in the selected rail vehicle automatically implement the switching in the control software.
 26. The method according to claim 20, which comprises, during an activation, inquiring with control devices of the rail vehicle at a central entity of the rail vehicle or at a landside control station, whether there are new switching parameters available for the associated rail vehicle.
 27. The method according to claim 26, which comprises coordinating the inquiry by a changeover manager in order to enable coordinated activation and/or deactivation of optional functions or of the switching parameters in associated optional functions.
 28. The method according to claim 20, which comprises activating or deactivating the optional function in a safe state of the rail vehicle.
 29. The method according to claim 28, which comprises activating or deactivating the optional function at a standstill of the rail vehicle or in a predefined vehicle environment.
 30. The method according to claim 20, which comprises granting a veto right to a traction vehicle driver of the rail vehicle in order to selectively reject a control software configuration with respect to the optional function.
 31. A rail vehicle, comprising: control software configured for implementation in a multiplicity of rail vehicles; said control software having basic functions for a basic operation of the rail vehicle and optional functions intended to implement a multiplicity of customer-specific requirements profiles; wherein the embodiments, combinations and functional sequences of the basic functions and the optional functions have been tested, validated and approved before an implementation of the control software in the rail vehicle; wherein at least one of the optional functions can be selectively activated or deactivated using a switching parameter individually assigned to the respective optional function; the switching parameter required for activating or deactivating the optional function is created remotely from the rail vehicle on a basis of a special customer-specific requirement profile and is subsequently transmitted to the selected rail vehicle for configuring the control software; and wherein contents of assigned switching parameters are selected and determined by a manufacturer of the rail vehicle in order to enable a fleet management in which selected rail vehicles are configured to execute specific tasks according to a specification of the customer-specific requirement profile; wherein the switching parameters are transmitted to the selected rail vehicle in encrypted form and specific to the selected vehicle, and a transmission to the specific vehicle is encrypted with an individual identification number of the selected rail vehicle for enabling only the selected rail vehicle to carry out a decryption in the selected vehicle in order to use the switching parameters.
 32. The rail vehicle according to claim 31, wherein the optional function is provided for activation or deactivation in a rail vehicle which is in operation.
 33. The rail vehicle according to claim 31, wherein the switching parameter is determined using software-supported tools which allow only a permissible switching parameter selection for corresponding functions.
 34. The rail vehicle according to claim 31, wherein the switching parameters are stored individually or in a form of a file which can be directly processed by control devices of the selected rail vehicle.
 35. The rail vehicle according to claim 34, wherein the switching parameters are encrypted to allow a decryption thereof solely by the selected rail vehicle.
 36. The rail vehicle according to claim 31, wherein the switching parameters are transmittable via a communication channel and via an interface to a service engineer who updates the control software in the selected rail vehicle; or directly to the selected rail vehicle, wherein control devices of the selected rail vehicle automatically implement the switching parameters in the control software.
 37. The rail vehicle according to claim 31, further comprising control devices of the rail vehicle configured to be switched during activation for inquiring, at a central entity of the rail vehicle or at a landside control station, whether there are new switching parameters available for the rail vehicle. 